US1952242A - Airplane - Google Patents

Description

J. EMMI, JR

March 27, 1934.

AIRPLANE `Filed sept. 7. 1935 3 Sheets-Sheet' ll lmqentor llll1 .1.11/1

lll lLlLn-IIIIIIII l! (Ittornegi March 27, '1934. J. EMMI, JR

AIRPLANE Filed sept. 7, 195s :s sheets-sheet 2 (Ittomeg Patented Mar. 27,. 1934 UNITED STATESA PATENT oFFlcE combustible materials are less liable to be spilled and become ignited incase the plane crashes,

This invention relates to improvements in airplanes, and has particular reference to cabin, or passenger carrying aircraft.

The object of the invention is to provide an all-metal airplane of novel and simple construction designed especially for over-land navigation, having an oval-shaped body` or fuselage and being divided substantially on the line ofits longitudinal axis .by means of a stout floor to provide upper and lower decks 0r compartments, the uppermost of which is sub-divided into separate passenger Staterooms that are preferably disposed amdship and arranged at the opposite sides of and communicate with a central longi tudinal hallway. The forward end of the upper half of the fuselage comprises the 'operating rooms for the use of the pilot and his assistants, in` which may be located the usual navigating and controlling instruments, one of said rooms communicating with the main hall, as well as with the lower deck. The upper half may also be provided with private quarters for other members of the crew, and with facilities for thestorage of baggage, mail, express and various supplies.

The lower half of the fuselage is divided 1ongitudinally into a number of similar channels or tunnels by means of parallel vertical walls,

certain of said tunnels being arranged centrally.

and being equipped with motors which are preferably located within the forward ends of said tunnels and face a transverse horizontal opening in the nose of the fuselage, through-which the air is drawn by the propellers of the motors and thence driven through the individual passages towards the rear end of the fuselage, where the air finally escapes through openings in the hollow tapering tail., By this arrangement, the air displaced by thel motors is afforded a free and substantially straight longitudinal course that offers extremely low resistance, and hence tends to make the nights more speedy. This novel disposition of the motors within the tunnelled interior of the lowermost compartment also tends to greatly minimize the noise of the craft when in motion. l In the present construction, the disposing of the motors within the lower half of the fuselage makes'them less liable to be affected by weather conditions, and besides, the motors may be attended during flightswithout exposing the pilots and mechanicians to the discomforts of summer and winter storms, an'd the danger of accidents is likewise greatly llessened. Below the floor-level of the lower main compartment, ample' space is provided for the storage of gaso'm line, oils, and the like, the tanks for the same being built-in and safely removed from the hot exhaust of the motors, thereby obviating all danger ofthe inflammable fuels and lubricants becoming accidentally ignited. Furthermore, by

this novel constructiony and arrangement," these thereby safeguarding the human occupants, as well as the cargo, from cremation.

I attain these objects by the means set forth in the detailed description which follows, and as illustrated by the accompanying drawings, in which- Figure 1 is a side elevation of the complete airplane, asin flight. Fig. 2 is a top plan view of the same. Fig. 3 is a front elevation showing the low-swung tri-motor drive for the plane. Fig. 4 is av vertical cross-section, taken on line 4-4 of Fig. 5. Fig.- 5 is a horizontal section taken on line 5 5 of Fig. 4. And Fig. 6 is asimilar section taken on line 6- 6 of Fig. 3.

In the drawings, 2 represents the fuselage or body of the plane, which is preferably constructed of light metal such as sheet aluminum, having an oval shape in side elevation, as shown in Fig. 2, and. preferably being divided substantially in the line of its longitudinal axis'by a horizontal floor 3 whose area is co-extensive with the span of its Walls, into upper and lower compartments 4 and 5 respectively, the said floor preferably being relatively stout and capable of safely supporting considerabledead-weight. The opposite'sides of the fuselage or coach 2 are preferably formed with parallel plane portions, as 2'-2a, to reduce its bulk laterally and lessen resistance when the plane is being propelled through the air. This flattening of the sides also tends to facilitate dirigibility of the craft. The upper and lower halvesof the fuselage are similarly formed with horizontal sheet-metal walls, as 2b-2c, that parallel the floor 3 to provide attic-like Ventilating and storage space a at thetop, and fuel and lubricating oil tanks c and d at the bottom, as

shown in Figs. l, 3 and 4. a' represents any suitable adjustable ventilator that may be inserted in an opening in the top of the fuselage and communicates with Ventilating space a, as shown in Figs. 1, 3 and 4. Adjacent its nose 2d, the fuse. lage is provided with a single wing A of slightly angular cross-section, which extends laterally away in the plane of the floor 3, its forward and rearward edges preferably being feathered and los the former edge being unbroken and projecting y a short distance beyond the tip ofthe nose,as shown in Figs- 1 and 3. The rear end of the fuselage 2 is formed with a hollow open-top tapered -tail portion 7, that communicates with the lower .compartment 5 and is equipped with the usual vertical andhorizontal tail planes, as

'l''1a, the said planes being directly supported by a stout beam or part 'Ib that extends rearwardly substantially in the plane oi' the floor 3, to which it may be rigidly secured, as shown. In practice, the free end of the beam '7b is shod with a. metal part, as 7c, t0 withstand the friclio tional wear and the battering' incident to taxiing thecraft for the starting and ending of the flights.

The upper half of the fuselage 2 may be subdivided, as shown in Figs. 1, 4 and 5, into separate passenger compartments or stateroom S that are preferably disposed amidship and arranged at the opposite sides of and communieating by doors S' with a central longitudinal passageway 8. The forward end' of the upper half of the fuselage comprises the operating rooms 9-9' -for use by the pilots and the assistants, and in which may be located the usual navigating, controlling and other instruments (not shown); the latter rooms being provided with front and side Windows 9a-9b, and with floor openings 9c for descent to the lower deck 5 by any suitable means, as by ladders Sei-9c. The room 9 communicates with the -hall 8 by Aa door v8. 'Ihe several ,Staterooms S may be fitted with elongated seats S2 which may serve as sleeping bunks on long voyages, and also having Ventilating openings S3 in the ceiling 2b, and windows S4. At the rear of the Staterooms S may be provided a lavatory l0, quarters 10 for the stewardess, and a normally 'open transverse hall 10a that communicates with the main hall 8 by-means of a door 8a, and beyond the hall 10a may bel provided one or more compartments, as 10b, suitable for the storage of baggage, mail, express and various supplies.

The lower half of the fuselage lying between the floor 3 and the bottom 2c is formed with a number of 'similar horizontal tunnels or passages 12, 13, 14, 15 and 16, whichare defined by the side walls 2'-2a' and by regularly spaced .intervening parallel partitions 12', 13', 14' and l5', as shown in Figs. 4 and 6. Three of said tunnels, as 13, 14 andv15, are arranged centrally and are spaced by the last-named partitions, and within the forward ends of the latter tunnels are disposed motors, as 13a-14a-15a, that effect -he driving of the airplane. The motors are? pr ferably so disposed that their propellers project beyond the adjacent partitions, as shown in Figs.'

1 and 6. The forward end'of the fuselage below the oor 3 is preferably cut\ away horizontally and vertically, as indicated at 2e-2f, to provide a clear angular opening that admits the .air to an oblong transverse pocket orl maw P defined' by the oors 3-Y-2c and vthe'sides 2'2'a, as shown in Figs. 1, 3 and 6. By this arrangement, the bottom 2c extends forwardly beyond the motors 'to provide a platform P' which enables the pilot and assistant to inspect, repair or replace the propellers whether orV not the plane is in motion.

In order to safeguard the operators of the plane when the latter is in flight, however, the platform P' is fitted with spaced transverse woven wire guards or fences, as`P2-P3, which provide a free and safe passage P4 across the platform to avoid danger of the operators losing their Afooting and dropping into space, or being struck by the-propellers. The forward ends of the outer Ppassages 124-16 are preferably closed by angular walls 12b-16 (see Fig.- 6), and in order that f the operators, may reach the platform' P', the

said walls are preferably formed with door openings in which are disposed revolving cages 12d-18h, the latter being formed with openings 12e- 16e by which the operators may enter from either of the passages or runways 12-16, then rotate the cage suflicientl'y to enable them tov step out upon-"the-platormas may be understood by consulting Figs. 4 and 6.A Theseisafeguarding measures involving the cages prevent the strong Vrush of air towards the motor tunnels, when the plane is in motion, from entering the passages 12-16 and frustrating the attempt of the opera- 'tors to reach the platform P', as would be the case were ordinary doors employed. The motors placed air through openings 'Id-7e, which lie at the opposite sides of the beam 7b and the vertical tail plane 7', as shown in Figs. Zand 6.

In practice, the pilot and his assistants preferably enter the fuselage through a door 18 which may be disposed in the righthand wall 2 directly opposite the battery of motors, as shown in Figs. 2', 3 and 6. This admits the members of the crew to the runway l2'within easy reach of the ladder 9d, by means of which they may ascend via a ladder 9d to the room 9 by passing through the' corresponding floor 9c. The crew may descend from the room 9 via another floor opening 9c to the runway 16 by means of a similar ladder 9e, and from either of /said runways they may emerge upon the platform P' by using the adjacent revolving. cages 12d-16h.

The passengers preferably enter. the fuselage through a. door 19 which is disposed in the lefthand vertical wall 2a, the saiddoor opening into the rear end of the passage 16, as shown in'Figs. l and 6.A Upon entering the latter passage, the passengers may immediately ascend to the floor 3 by means of a ladder 20 that registers with a oor opening 20 located in the storage compartment 10b, as shown in Fig. 5.l Upon reaching the floor 3,- one only needs to-take a few steps across the compartment 10b to reach thenormally open hall 10a, pass through door 8a into central hall 8, and thence via doors S into the desiredl staterooms. Obviously, the drew and passengers may enter and leave the fuselage by either of the doors 18,0r 19 if they sovdesire.

It will be understood from the foregoing that the occupants of the airplane may readily and quickly ascend or descend from one main comthe flight of the 'plane,.such motor may be shut down from the operating rooni, and the mechanic may thenV descend to the runway- 12, thence to the rear end of the tunnel containing the silent motor and perform his work without interference by the strong rush of air'he would have to contend with if the disabled motor were operating at its usual speed.

owing to the fact: that 'the vents '1c- 7e vthrough which the air displaced by the motors escapes are normally open', the tail portion 7 will naturally collect -more orv less water when the plane is passing through a rain storm, and as this rainwater will-gravitate towards'the floor 2c`of compartment 5 and flood the motor tunnels 13-147-15, thev tail portion 'I is preferablyperfo# rated, as shownat 21 in to eectually drain the said compartment.

- One or more auxiliary motors may be installed Figs. 1 and 6, in order externally directly over the v operating forward ends ofcertain of said tunnels adapted 9-9, as shown at n: in Fig. 1. When such extra motors are provided, both sets may be operated at the start of a flight, especially when the plane is heavily loaded with fuel or cargo. 'I'hese motors may also be employed for generating electric current for lighting, searchlights and other conveniences, and the latter motors may also be substituted for one or more of the motors of deck 5 in case the latter become disabled.

Having thus described my invention, what I claim, is-` y '1. An airplane comprising a fuselage divided y longitudinally to provide upper andlower compartments, laterally extending wings disposed adjacent the head of the fuselage, the upper compavrtment being formed with a longitudinal hallway and with staterooms communicating therewith, and operating and storage rooms communieating with the forward and rearward ends of the 4said hallway, the lower-compartment having a of the flights, ladders rising from said runwaysto the oor of the upper compartment, and built-in fuel and oil tanks disposed beneath the floor and the lower compartment.

2. An airplane comprising a fuselage divided longitudinally to provide-upper and lower compartments, laterally extending wingsk disposed adjacent the head of the fuselage, the Aupper comv partment being formed with a longitudinal hallway and with staterooms communicating therewith, operating `and storage rooms disposed respectively beyond the forward and rearward ends of the said hallway andcommunicating therewith, the lower compartment having va hollow tapering tail .portion that extends beyond the uppercompartment, said tail portionhaving a normally open top, said lower compartment being open throughout its length and being formed with longitudinal tunnels and with runways at the opposite sides of the tunnels, motors disposed in the central tunnels to propel the airplane, the air displaced by the motors being forced rearwardly through the tunnels and the tail portion, ladders rising from said runways to the -oor Vof the upper compartment, and built-in fuell and oil tanks disposed beneath the floor and the lower compartment.-

4 3. An airship comprising a fuselage oval-shaped in side elevation having plane vertical sides and being fitted adjacent the bow of thev ship with laterally extending wings, said fuselage being divided substantially in the plane of its longitudinal axis by a mainV floor into upper and lower decks, said uppermost deck being formed with a number of. staterooms separated by a common longitudinal hallwayi andwith operating and storage rooms disposed forward and aft ofthe staterooms communicating with said hallway, the lower deck being formed with ahollow tail portion having a normally open top substantially in the planeof the main hoor, said deck'being open throughout its length and'formed with a plurality of parallel tunnels, and a ty of to forcethe displaced air through the corresponding tunnels towards the openings -in the tail portion.l

4. An airship comprising a' body oval-shaped in side elevation having plane vertical sides and being divided by a oor intoupper and lower decks, the upper decl:V being formed amidship with a number of staterooms for the accommodation of passengers separated by a common hallway, the interior of said upper deck forward and aft of the staterooms being formed respectively with operating rooms and with storage compartments, the lowermost deck being normally open throughout its length and being medially formed with a number of channels-defined by parallelpartitions, motors disposed in the central channels to propel the ship, the upper and lower decks being horizontally divided respectively by a ceiling and a bottom that parallel-the main floor to provide ventilation and fuel and oil storage spaces, and

vwings extending laterally from the opposite sides adjacent the nose of the body.

5. An airship comprising a fuselage divided substantially in the plane of its longitudinal axis by a main floor into upper andlower compartments,-

horizontal wings extending laterally away from the fuselage substantially in the plane of the -main hoor, the upper compartment being sub-divided lengt-h and divided longitudinally into a number of contiguous tunnels, the rear end ofthe lower compartment comprising a hollow tapered tail posed between Y portion having a normally open top disposed in the plane of the main floor, motors disposedA in certain of the tunnels adapted to force the air displaced by their propellers through the tunnels and the openings of the:v tail portion, runways disposed at the opposite sides of the tunnels to provide access to the motors, a platform extending forwardly from the motors and communicating with the runways by revolving doors; and

means of descent to and ascent from said runways. 6. In an airship a fuselage of v,substantially oval-shape in side elevation, a main door to divide the fuselage into upper and lower compartments, the uppermost compartment being formed with a number of staterooms'disposed amidship for passengers and with a central longitudinal passage that communicates with the staterooms, operating rooms disposed between the staterooms and the forward end of the fuselage, storage rooms disposed at the rear of the staterooms, all of said rooms communicating with the, central pe.ssageV the lowermost compartment being'formed .with a bottom that parallels the main floor to provide built-in tanks for storing fuel and lubricants, the

Aspace between the main floor and said bottoml being normally open throughout the lengthof the fuselage and being divided longitudinally by av numberof parallel partitions into tunnels and runways,- motors disposed'in the forward-ends of certain of said tunnels to drive the ship, the said bottom extendirl forwardly beyond the motors to facilitate attending the motors, means for the

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